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New unconventional sources of information for transport analysis. The case of a model for public transport services in Majorca
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosMost transport modeling requires the use of data available in official sources plus
complementary information that helps to fill gaps. This later information is mostly obtained
with the help of private data and field data collection. But sometimes this field data collection
is not possible for several reasons. On the other hand, there are more and more sources of
information readily available, which may provide indirect clues about users’ behavior.
Within the framework of a bidding process, a modelling of Majorca’s public transport was
carried out in order to ascertain elasticities of demand to several parameters of supply that
were expected to change. For that purpose, there appeared a need of getting detailed
information on tourist activities, which are a huge share of total mobility in summertime.
Official information on population is rather detailed, but tourism data are available only on
an aggregated basis.
Some indirect sources of information were analyzed. The easiest and most useful ones were
TripAdvisor and Booking. The former is sort of a macro-survey of popularity and it seems
logical that those nuclei with more opinions are those most visited, thus acting as an indicator
of attraction. The latter provides information on location of accommodation offered, thus
providing a tool for the geographical distribution of trip generation on a very detailed basis.
In total, 933,934 opinions for 198 nuclei from TripAdvisor, and 2,114 accommodation assets
for 51 Municipalities from Booking were used. With this information it was possible to
calibrate different models for the whole Island, this opening the door to further analyses in
the field of transportation and mobility.
The Transport Consortium of Majorca (CTM), entity in charge of planning and management
of scheduled public transport services on that island, published in March 2019 the call for
tenders for all intercity public passenger transport services by bus. It opened a scenario of
important changes (CTM 2017a and 2017b) that sought to increase the total demand of the
intercity bus network by 25% between 2015 and 2028, by means of a substantial variation
in the supply side (travel times, timetables, connectivity between lines, etc.). For example,
an increase in supply between 35.8% and 73.1% of vehicle-km was planned, with different figures for each of the three packs into which the tender was divided. In addition, a new fare
system was introduced, with a very complex structure that imposed a heavy surcharge when
purchasing the ticket on the bus. However, no technical study with more information on the
expected demand figures was released.
Under these circumstances, any projection of the historical data was irrelevant and one of
the bidding companies, which also operated a good part of the existing services, felt the need
of calculating the expected demand with scientific tools.
The analysis of the problem in question faced, fundamentally, an important lack of detail of
the available information:
As for transport supply or demand, the official information was limited to total
figures by line (CTM, 2017 and “Open Data” site).
In terms of demand factors, the greatest disaggregation available in official sources
(ibestat) was at municipal level.
The following sections focus on the cross-section analysis of the general services, without
dealing with other issues analyzed at the time, such as the new lines to the airport and the
time-series modeling
Obtención de matrices origen destino para modelos mesoscópicos a partir de datos GPS
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosEl objetivo del presente artículo es exponer la metodología seguida para obtener matrices
Origen/Destino a partir de datos masivos geolocalizados (trazas GPS). Se trata de una
metodología que actúa de manera complementaria con los procedimientos tradicionales de
aforo. Las principales ventajas derivadas de esta metodología radican en una reducción de
tiempos y de costes en los proyectos, además de aportar mayor fiabilidad en los resultados
de los modelos al tratarse de matrices muestra obtenidas a partir de valores reales.
Existen distintas variaciones de la metodología, pudiendo ésta adaptarse a proyectos tanto
de micromodelación como de macromodelación, convirtiéndola en una metodología muy
flexible.
Esta metodología ya ha sido probada en distintos proyectos, obteniendo resultados
satisfactorios, aunque también es cierto, que se encontraron ciertas debilidades en los
procesos. Estas debilidades se han subsanado mediante la aplicación de algoritmos de
Inteligencia Artificial (IA).
El presente artículo detalla los diferentes procedimientos de obtención de matrices, así como
un análisis de sus debilidades y mejoras desarrolladas. Finalmente, una comparativa con los
modelos tradicionales de obtención de matrices y los resultados obtenidos en los proyectos
en los que se implantó esta metodología
Optimización de la regulación semafórica en la zona del 22@ de Barcelona
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosBarcelona SUMP (Sustainable Urban Mobility Plan) for the 2013-2018 period included a
set of measures to stimulate the change to more sustainable transportation modes, among
which traffic signal configuration based on bus frequencies can be found. This document
describes the pilot case implemented in the 22@ area of the city.
The approach consists of the development of a mobility simulation model including different
transportation modes, relying on the commercial software Aimsun and integrating ad-hoc
components, having a tool supporting decision-making as a result.
During the first stage of the project, a microscopic simulation model was built, including all
details of the infrastructure concerning the road network (lane configuration, traffic
signaling, driving constraints…), traffic light configuration and interface with input data
from the City Council, public transport surface network and private vehicle demand.
Together with the model, an optimizer component implementing specific constraints to
ensure a safety, efficient, sustainable mobility was developed. In this way, the resulting tool
generates an optimal configuration for traffic lights that can be used for traffic management
purposes, giving priority to the bus network with no relevant penalties for the private vehicle
and, of course, guaranteeing safety for pedestrians.
A relevant improvement of the bus service has been obtained for the three considered
scenarios, achieving an increase of the speed between 13% and 25% (average for all lines).
As expected, both travel time and the number of stops have been reduced, which results on
a better level of service as the users directly perceive these two factors
¿A quién afecta Madrid Central? Análisis de los cambios en el tráfico tras un año desde su implantación
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosEn noviembre de 2018, se puso en marcha Madrid Central, una zona de bajas emisiones en
la ciudad que tiene como objetivo favorecer al peatón, la bicicleta y el transporte público,
limitando el acceso de una gran parte del parque de vehículos privados, en una superficie
de 472 ha. La medida ha resultado ser de gran relevancia para la opinión pública y se
espera que haya modificado de manera sustancial los patrones de movilidad en el centro de
Madrid y sus alrededores.
El objetivo de este trabajo es estudiar los cambios producidos en el tráfico por la
implantación de Madrid Central, tanto dentro del perímetro de la zona de bajas emisiones
como en su área de influencia, y analizar si existen tendencias que correlacionen con
variables socioeconómicas de la ciudad o tendencias espaciotemporales. Para lograr este
objetivo, se analizan datos públicos de tráfico del Ayuntamiento de Madrid (Sistema
Integral de Control de Tráfico de Madrid, SICTRAM).
En concreto, se analiza la intensidad de tráfico, el número de vehículos por hora que
circulan por las calles. Se han descargado datos desde enero de 2018 hasta diciembre de
2019, lo que permite realizar un análisis de su evolución temporal y espacial, tanto en el
área de bajas emisiones como en los distritos colindantes, y relacionarla con la
implantación de Madrid Central.
Asimismo, se analizan variables socioeconómicas de la población directamente afectada
por la medida (población y renta anual neta). Este análisis se realiza de manera gráfica,
visualizando los resultados espacialmente y temporalmente. Los resultados del análisis
muestran una disminución general en el tráfico de la ciudad, aunque esta no se distribuye
homogéneamente.Este estudio está enmarcado en el proyecto DESPACIO” (TRA2017-88058-R), financiado por el Ministerio de Economía, Industria y Competitividad de España en el "Programa Estatal de I+D+i Orientada a los Retos de la Sociedad". Los autores también quieren agradecer al Ayuntamiento de Madrid por la información del tráfico proporcionado
The DIGNITY Project-Toward a System of Inclusive Digital Mobility in the Barcelona Metropolitan Area
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosRecent developments in the transport and mobility sectors are radically altering mobility
patterns; these include digitization, smart mobility applications, and local digital services,
which offer a wide range of innovations that are adaptable to rapidly-evolving lifestyles.
However, many services currently are offered as an "online" mode or incorporate digital
elements, and the lack of adequate digital literacy or of specific competencies / skills can
be expected to generate situations of exclusion.
The DIGNITY project (https://www.dignity-project.eu/), a European initiative in the
European Union's H2020 framework, aims to promote an ecosystem of digital mobility
services that is sustainable, integrated, and user-friendly, and which improves accessibility,
social inclusion, daily mobility experiences, and everyday life of all residents. The project
selected four pilot studies in five EU countries (Spain, Italy, Belgium, the Netherlands, and
Germany) for their innovative proposals in sustainable and inclusive mobility. The case
studies apply the DIGNITY approach, which is based on conducting workshops,
interviews, and surveys.
Here, we specifically address the study based in Barcelona, which is at the forefront in
smart urban transformation. The digital divide in mobility in the Barcelona Metropolitan
Area was evaluated using a mixed approach of combining literature review with a
quantitative survey. The results reveal the needs and perceptions of people about local
mobility, as well as the gaps in the use of technology products and services.This research was done as part of the Dignity project which received funding from the European Union’s Horizon 2020 research and innovation programme under grant agreement number 875542
Exploring the spatio-temporal dynamics of moped-style scooter sharing services in urban areas
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosSpain is one of the countries with the highest shared mobility fleet in the world. The shared
use of motorcycles, also known as moped-style scooter sharing, has spread far and wide
throughout the country at a dramatic pace in recent years. Despite its increasing popularity
and impact on urban mobility, efforts devoted to the study of its spatio-temporal travel
patterns are still scant.
Based on the analysis of GPS records of an operator present in seven Spanish cities, this
study aims to contribute to this research gap by analysing mopeds’ location patterns over
time and assessing how different dynamics influence its usage level and self-balance
potential. Our study is replicable to different cities and different shared modes, since we
propose a methodology to identify the most important origins and destinations over time
and analyse the system’s self-balance capacity based on spatial autocorrelation tools. These
insights are useful for operators to adjust and optimise vehicle distribution routes and
maintenance/recharge tasks, decreasing congestion and increasing efficiency. The results
may also be helpful for policy makers when planning and offering effective policies and
infrastructure to encourage shared mobility
A GIS-Based evaluation of the e-moped sharing systems in Spain
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosSharing mobility is currently one of the most innovative features of metropolitan
transportation and is rising along with the development of mobile phones and apps. Riders
can rent bicycles, motorcycles, cars or PMVs like mopeds, usually electric, for short-time
periods, usually per minute. Vehicle-sharing companies have entered the megalopolis,
although the first sharing services were implemented in medium-size cities like Ulm in
Germany, Cambridge in the USA or the main Swiss cities.
The purpose of this study was to analyze the current motorcycle sharing systems deployed
in Spain based on GIS tools. The research focused on several Spanish cities, the main
characteristics of which are representative of the whole country. The study can therefore be
useful for companies in the sharing sector interested in introducing the system in cities which
do not yet have them, and for government administrations interested in this type of system.
Furthermore, this research is a starting point for future comparative studies on Spain and
other countries, or electric motorcycle and other e-vehicle-sharing systems.This study was carried out in the framework of research project SV-20-GIJÓN-1-21 funded by the IUTA (University of Oviedo and Gijón City Council). The authors wish to recognize the contribution of Dr. Juan Sevilla (University of Oviedo) and Jorge Muriel (Taksee Imbric) for their help during the research
Análisis de equidad en la oferta de transporte público mediante un modelo LUTI (Land-Use and Transport Interaction). Aplicación al área metropolitana de Bucaramanga en Colombia
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosLa planificación y gestión del transporte debe fundamentarse en un conjunto de técnicas que
permitan evaluar, de manera integral y dinámica, su funcionamiento en interacción con los
usos del suelo. Para concretar esta idea, se plantea el desarrollo y estimación de un modelo
LUTI (Land-Use and Transport Interaction), que incorpora cuatro sub-modelos: Transporte
(MT), Localización Residencial (MLR), Localización de Actividades Económicas (MLAE)
y Modelo de Indicadores de Accesibilidad (MIA). Además, los resultados de este modelo se
han evaluado mediante la estimación de distintos indicadores: de equidad horizontal,
mediante el uso del Índice de Servicio de Transporte Publico (ISTP), de equidad vertical,
mediante el Índice de Necesidad Social del Transporte Publico (INSTP) y de igualdad
mediante el coeficiente de Gini. Este modelo se ha aplicado al análisis de equidad espacial
ofertada por el Sistema Integrado de Transporte Metrolinea (SITM) en el Área Metropolitana
de Bucaramanga (AMB) en Colombia. Los resultados obtenidos ofrecen un cálculo de la
equidad en la provisión del servicio de transporte público, considerando tanto la oferta como
la necesidad social, entre las distintas zonas del AMB. Esto ha permitido detectar aquellas
áreas con mayor necesidad de transporte público y aquellas que, en cambio, experimentan
sobre-provisión del servicio
Criteria for optimizing a road network
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosCost-benefit analysis (CBA) is the most widely used tool for appraisal of transportation
infrastructure projects, but there isn’t generalize guidelines about its implementation, there
can be found different approaches that suit the perspectives of each evaluating entity. This
document, it shows three different guidelines that used in practice for transportation
infrastructure projects, in which there are some different costs and benefits considered
informing decision makers about the project appraisal. The costs and benefits with market
values have been the predominant ones in the CBA, but there is a transition to use without
market values, however, there are no generalized methodologies, so more research will be
needed
Can rail infrastructure determine perceived quality of service of suburban trains? Insights from Cercanías Madrid
Get PDFTrabajo presentado en: R-Evolucionando el transporte, XIV Congreso de Ingeniería del Transporte (CIT 2021), realizado en modalidad online los días 6, 7 y 8 de julio de 2021, organizado por la Universidad de BurgosPublic transport modes in urban peripheries have a twofold function: buses provide the
territorial capillarity, while the suburban rail acts as the backbone of mobility. Despite its
relevance there, suburban rail usually runs on pre-existing tracks for heavy rail services.
Moreover, in the current context of rail liberalization in Europe, the infrastructure manager
and the rail operator are separate organizations with impacts on suburban rail. Therefore, it
is important to discern the responsibilities of both agents in providing a better service, to
promote a more sustainable mobility. This work aims to explore how the perceived quality
of service (QoS) of suburban rail services can be influenced by the rail network
infrastructure. The suburban rail network of Madrid (Cercanías) has been selected as case
study because of the combination of pre-existing and new tracks as well as having a total of
9 regular lines, enough to perform this analysis. Data is gathered from the 2019 annual
Cercanías traveler satisfaction survey. First, different aspects of the lines are thoroughly
examined, such as the travel time between stops, shared sections or the location of the
different sections within the metropolitan area. These factors are transformed into indicators
to ease comparison. Based on the main indicators and the average QoS, lines are classified
into 4 groups. The joint analysis of the infrastructure indicators and the attributes from the
traveler satisfaction survey suggests that lines with similar QoS also have features common
regarding to infrastructure and operation such as line length or travel time between stations.The authors gratefully acknowledge the Spanish Ministry of Transport and Renfe Operadora for their support in the preparation of this article by providing us with data related to the annual passenger satisfaction survey